Automatic switch-throwing apparatus.



F. BIDA.

AUTOMATIC SWITCH THRowlNG APPARATUS.

APPLICATION FILED 050.2. |915 1,206,981. Patented Dec. 5,1916.

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F. BIDA.

AuoMAlc swlcn THnowmG APPARATUS.

APPLICATION FILED DEC. 2| l9l5.

Patented Dec. 5, 1916.

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APPLICATION FILED DEC. 2, |915.

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UTED STATES PATENT OFFTCE.

FRANK BIDA, 0F THURBER, TEXAS.

AUTOMATIC SWITCH-THROWING APPARATUS.

Application led December 2, 1915.

To all whom it may concern:

Be it known that I, FRANK BIDA, a subject of the Emperor of Austria-Hungary, residing at Thurber, in the county of Erath and State of Texas, have invented certain new and useful Improvements in Automatic Switch-Throwing Apparatus, of which the following is a speciiication.

rThis invention relates to certain new and useful improvements in automatic switch throwing apparatus.

The primary obj ect of this invention is the provision of an apparatus whereby a switch may be automatically thrown in either direction desired and under the control of an operator positioned upon a moving train or car, whereby a switch may be closed in advance of a train and then opened after the train has passed the same.

A further object of the invention is the provision in connection with a straight track and a siding track, of a shiftable switch adapted to be operated from an ori-coming train, so as to allow travel either upon the siding or the straight line track, the latter being provided with means whereby the switch may be replaced in its position when the train passes thereover, while the siding vis arranged with a manually operating means for the switch. n

Another important feature of the invention is the provision of a railway switch having a locking means therefor, the said locking means being automatically released from a moving train in advance of the automatic actuation of the switch in either operative direction that may be desired.

In carrying out the invention, the mechanism herein illustrated is employed when arranged in connection with a straight line track and a'siding, and provides a controlling switch, a locking means for the said switch,and trip-operated means for the locking means and the switch, positioned upon the main track at each side of the switch, the siding being provided with manually operated means for the switch and its locking means.

With these general objects in view and others that will appear as the nature of the invention is better understood, the same consists in the novel combination and arrange- .ment of parts hereinafter more fully described, illustrated in the accompanying Specification of Letters Patent.

Patented Dec. 5, 1916.

Serial No. 64,750.

drawings, and pointed out in the appended claims.

In the drawings forming a part of this application and in which like-designating characters refer to corresponding parts throughout the several viewsz-Figure l is a top plan view of a main track and siding provided with the present device, the switch being illustrated locked in position for closing the siding. Fig. 2 is a similar view thereof but with the locking means released. Fig. 3 is a vertical longitudinal view through one of the switch and lock actuating members with which the track is provided and shown in its inoperative position. Fig. 4 is a similar view in its operative depressed position. Fig. 5 is a top plan view of the same depressed as in Fig. 4. Fig. 6 is a vertical transverse sectional view taken upon line VI--VI of Fig. 5. Fig. 7 is an enlarged top plan view of the device taken adjacent the connection between the side and main track, the switch being shown locked in its straight-away position, and Fig. 8 is a longitudinal vertical sectional view taken upon line VIII-VIII of Fig. 3.

The invention is herein illustrated in connection with the rails of a main straightline track 10 and those of a side track 11 connected therewith, the communication between the main and side track being controlled by a shiftable switch 12 having a straight-rail 13 and a slightly-curved oblique rail 14 carried thereby in V-shaped formation pivoted to the road-bed at the apex of the switch by means of a bolt 15 and having a transverse bracing link 16 connected between spaced ends of the switch rails.

A locking means for the switch 12 is provided adjacent the link 16 and comprises two locking bars 17 having their inner ends pivoted together as well as being pivoted to the roadbed by means of a pin 1S, while their outer ends are upturned to provide lugs 19 adapted to engage the inner faces of the free ends of the switch rails 13 and 14 for locking the switch in its adjusted positions, it being understood that only one bar will lock at a time. Thus, as shown in Fig. 1, one lug 19 is in locked engagement with the inner face of the end of the rail 13 while the other lug lies back of the end of the rail 14. The reverse of this operation takes place when the rail 14 is locked.

v relatively long lever 25 is pivotally connected as at 26 to one end of the lever 22 and extends substantially centrally beneath the rails of the main track 10 in an opposite direction from the lever 22 and is pivoted to the roadbed at a point 26.

The side track 11 is provided with a releasing cord 27 which passes over suitable pulleys 28 carried by the roadbed and has one end secured to the bail 21. A curved operating lever 29 is pivoted to the road bed at a point 30 and is arranged substantially centrally between the rails of the side track 11 and has one end pivoted to the pivotal connection 26. A handle 31 is arranged at the free end of the lever 29, while a pull member or knob 32 is provided upon the free end of thecord 27 .Y From this description of the switch and the side track, it will be seen that by exerting a pull upon the cord 27, the locking bars 17 are released from the switch 12 so that the lever 29 may be then shifted laterally by means of the handle 31 and the said switch shifted to the desired position whereupon by releasing the cord 27, the proper bar 17 can assume its locked position for retaining the switch.

The operating levers 22 and 25 for the switch 12 are adapted to be automatically shifted laterally for controlling the said switch by means of trips 33 arranged in pairs opposite the free ends of the said levers 22 and 25. While the trips 33 actuate the levers 22 and 25, the saine are also adapted to exert a pull upon cords 34 and 35 each of which has an end secured to the bail 21, while the opposite ends are positicned adjacent the free outer ends of the levers 25 and 22 respectively. Each of the trips33 is of identical construction, so that only one of the same will be herein specifically described. Each trip 33 is formed of strong material. normally bowed upwardly and having its opposite ends slidably mounted through loops 36 carried by the roadbed. A. casing 37 is preferably provided beneath each of the trips 33 and has a perforation 38 therein through which a vertically arranged post 39 is slidably positioned having its upper end centrally secured beneath the trip 33 and an expansion spring 40 surrounds the post 39, being positioned between the said trip and the top of the casing 37. The lower end of each post 39 -is mounted upon a leaf spring 41 secured as at 42 within the casing 37.

Connecting cords 43 are arranged between the free en ds of the levers 22 and 25, the leaf springs 41, said cords extending oppositely v from each of the lever ends and passing through perforations 1n the top of the casing 37. Similar connectors 44 are attached to the free ends of the cords 34 and 35 and passv over pulleys 45 carried by the roadbed i and then pass through openings 46 in the top of the casings 37 and have their free ends secured to the free ends of the aforementioned leaf springs 41. J

A trip-operating crank 47 is j ournaled in brackets 48 carried by a car or engine adapted to pass over the railway line, being secured thereto as by a beam 49. An operating handle 50 is pivoted to the crank 47, while the said crank has bearing rollers 51 arranged uponV separate crank portions 52 and 53 of the said crank. rlhe switch 12 has opposite projecting abutments 54 at its base end between which the V-connection 55 between the adjacent rails of the main and side track is positioned.

From this detailed description of the device, the complete operation thereof will be apparent, as a train approaching the switch 12 in either direction may operate said switch either way by depressing the required crank portion 52 or 53 for depressing the adjacent trip 33 which 'depressing of the trip 33 will pull the cord 44 secured thereto, thus unlocking the plate 17 and will later pull the cord 43 whereby the adjacent lever 22 or 25 will be adapted for actuating the link 16 and the switch 12, it being understood that in order to secure the unlocking and operating in the sequence above de- Y scribed, the member 43 must have slight lost motion in its connection between the members 41 and 25. Both members 43 and 44 will move as soon as the member 41 moves.

It will be noted by referring to Figs. 1 and 2 that by the movement of a train upon the main track 10 coming from the right-hand direction, a depressing of the right-hand cra-nk member 53 engages the right-hand trip 33 whereby the cord 35 is pulled for releasing the locking plates 17 and thereafter the adjacent cord 43 is pulled for shifting the lever 22 to shift the switch 12, allowing the train to pass upon the side track 11. After the train and the trip crank 47 gaged if the train is moving upon the main track and again reshift the switch to its former position if found desirable. IThe automatic shifting of the track switch from the train upon the main track will thus be evident as well as the manual shifting thereof from the side track. A further point will be noted in connection with the trip operated means which is the fact that the operating of the releasing plates 17 will always occur in advance of the shifting of the levers 22 and 25 by reason of the attachment of the cords 44 with the free ends of the leaf springs 41, while the cords 43 of the switch shifting levers 22 and 25 are attached to the springs 41 at a point adjacent the mounting end 42 thereof.

While the form of the invention herein shown and described is what is believed to be the preferred embodiment thereof, it is nevertheless to be understood that minor changes may be made therein without departing from the spirit and scope of the invention as claimed.

IVhat I claim as new is 1. A device of the class described comprising in combination with a straight away track and a side track communicating therewith, a V-shaped switch shiftably mounted at the connection of the tracks, switch levers pivotally attached thereto and extending in opposite directions substantially eentrally of the rails of the main track and pivoted to the roadbed thereof, pivoted locking bars for the switch, and trip actuating means operatively attached to the free ends of the levers and the locking bars.

2. A device of the. class described comprising in combination, with a straight away track and a side track communicating therewith, a V-shaped switch shiftably mounted at the connection of the tracks, switch levers pivotally attached ythereto and extending in opposite directions substantially centrally of the rails of the main track and pivoted to the road bed thereof, pivoted locking bars for the switch, pairs of depressible trips positioned opposite the free ends of the levers, flexible connectors between the trips and lever ends, and releasing means for the locking bars operatively connected to each of the trips.

3. In a trip device for switches comprising a normally arched resilient trip plate, a casing beneath the said plate, a leaf spring secured at one end within the said casing, a pin carried substantially centrally by the said spring and attached to the said plate, a normally positioned expansion spring for the said plate, a switch locking means, connections between the said locking means and the free end of the said leaf spring, and operative connections between the said switch and leaf spring at a point adjacent the secured end thereof.

In testimony whereof I affix my signature.

FRANK BIDA.

Copies of this patent may 'be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

